Increase performance of all-terrain vehicle by tuning of various components

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1 Increase performance of all-terrain vehicle by tuning of various components Bhavdeep Trivedi Marut Patel Deep Patel Ripen Shah Asst. Professor, Mechanical Department, Silver Oak College of Engg. & Tech., opp. Bhagwat Vidhyapith, Nr. Gota Cross Road, Abstract To increase the performance of an ATV by tuning of tyre pressure, pneumatic damper pressure and cvt is required. A continuous variable transmission (cvt) of CV-TECH company have driver and driven pulley with the flyweight and spring. By changing the configuration of the CVT of CV-TECH as per the driver and our ATV by changing flyweight and different spring from soft to stiff are called as the tuning of CVT. Tuning increase the performance of an ATV from different traction and the acceleration by changing the spring and the flyweight simultaneously in driver and driven pulley. Due to tuning of the CVT cop up with the losses of the transmission and get the better acceleration and the traction from the tuning and improve the performance of an all-terrain vehicle. Now changing the tyre pressure helps to absorb the ground force act during any condition also reduced the force transmission to the different component. The pneumatic damper is tuned by changing the pressure which changes the spring rate and the total wheel travel, its increase the total wheel travel and the force absorption which help to clear any obstacles or track challenge easily. Keywords: tuning, continuous variable transmission (cvt), performance, pneumatic damper, tyre pressure. Introduction An all-terrain vehicle, ATV s very popular as off-road vehicle and recreational use. ATV s is designed for the single driver with straddle type seat design. The transmission transmits the power from engine to the wheel which located back side of the driver. Our ATV is also design for the off-road challenging competition. It s mainly divided in the five major department chassis, transmission, suspension, brakes and tyres and steering. Now in transmission system transmit the power from engine to the wheel using continuous variable transmission(cvt) which transmit power from engine to the gearbox and gearbox to the drive shaft and finally drive shaft to the wheel. In suspension system used independent system, double wishbone in front and h-arm with guide link rear system with pneumatic damper to absorb shock and better performance. Figure-1 All-terrain vehicle As per the BAJA SAE INDIA rulebook for manufacturing an ATV are, vehicle may only use Briggs &Stratton engine of 350cc(OHV), it must can carry one-person 190cm tall weighing 113kg and maximum width 64inch, maximum length 108inch for specific reason. As per the rules our ATV is designed and manufacturing. After completion of manufacturing the testing phase start to test the vehicle performance. In testing phase checked that the vehicle gives the performance as per the design like acceleration, top speed, total wheel travel, traction, turning radius etc. characteristic of our ATV is shown in below table. 76

2 Parameters 1 Table 1: Parameters of ATV Value Wheel track 50in Wheel base 53in Total weight 154kg Acceleration 5.8s Total wheel travel 9in Driver weight 55kg Now, Tuning is the way to change the configuration of the different component to increase the performance of the vehicle. We have done the tuning process in our vehicle of the component namely continuous variable transmission (CVT), pneumatic damper and the tyres. Continuous variable transmission (CVT) CVT of the CV-TECH company is used in our vehicle to transmit the power from engine to the gearbox instead of manual transmission. In the CVT two pulleys are used. The driver and driven pulley both have different works to do. The main purpose of driver pulley is to control the engine speed in all shift-ratio. A pressure spring and centrifugal mechanism work against each other to give the engagement speed, and the flyweights to overcome the pressure to maintain the shift speed. Tuning is done by modifying flyweights and changing springs to obtain desired engine speed and keeping the engine on the power curve. The main purpose of driven pulley is to provide enough side pressure on the belt to allow power to be transmitted. the machine and driver from standstill. The clutching phase is beginning when the flyweight force overcomes the pretension and lasts until the flyweights have generated enough side force to transfer the engine torque without slip of belt. Between full engagement and the shift point, centrifugal force is larger than the pressure spring but less than the belt pressure from driven pulley. Shift-out point occurs when the flyweight force overcomes the belt pressure from the driven pulley. Straight shift is obtained by matching curvature and spring rates, correct engine speed is dependent on the weight of flyweight.in overrun the pulleys are shifted all way out. As per the company given springs there are three different springs given with different stiffness for tuning of driver pulley as well as flyweights are provided of different masses for setting down the engagement rpm. The iteration is done by different types of springs and flyweights for achieving better performance in every terrain as well as for different tracks. Using of 275gms and 250gms flyweights. And three different springs for setting different pretension and engagement speed. Figure 3: Different stages of transmission operation Figure 2: Driven pulley and Driver pulley Driver pulley :- The driver pulley is required to take care of all the speed variations from start to top end. These is divided in different phases for easy understanding includes free-running, engagement, clutching, low ratio acceleration, over rev shiftout, straight shift and high ratio overrun. Free running or disengagement in this condition the driver pulley disengaged below the engagement speed.at engine speed below engagement, the pretension load of the pressure spring is larger than the flyweight force.in engagement engine speed has to be high enough to produce useful torque that can accelerate Figure 4: Flyweights and springs Driven pulley: - A driven pulley consists of a stationary sheave and a movable sheave working against the cam and spring. Both the cam and spring affect the tuning of the transmission. The pretension spring some initial pressure is needed on the belt before the torque feedback can begin to increase the belt pressure. The spring works as torsion spring. Numbers of holes are available to adjust the pretension. The stiffer the spring and higher the pretension, higher the side force. 77

3 By increasing the pretension it affects the back shifting and efficiency. Figure 5: Driven pulley Figure 8: Sledge pull tuning graph Tuning of CVT: - Tuning of CVT is done by changing the flyweights and springs for driver pulley and by altering the holes in driven pulley by considering different track conditions. Also plotted graph for analysing the best performance of tuning cvt for each track. Figure 9: Suspension Traction tuning graph Figure 6: Acceleration tuning graph Tyre pressure All vehicles are supported by a cushion of air contained in four flexible rubber tires. If you could place a car on a glass floor and look at it from below, you would see four patches of rubber, most folks are surprised at the size of these four patches, depending on the vehicle each patch is a little smaller than a hand. These are the only points of contact between the vehicle and the road. Each of these four small patches of rubber is known as the contact patch. It is these four patches that create the traction which makes the vehicle go stop and turn. It is these four patches that send the feedback back to the driver, and it is these four patches the driver should manage. Consider them to be a source of information needed to control the vehicle. Tyre tuning is done by considering the following reason Statically, the size, shape, and pressure distribution are functions of many things, the most important of which are the load on the tire and the inflation pressure: 1) The larger the load on the tire, the larger the contact patch. Figure 7: Maneuverability tuning graph 2) The larger the inflation pressure, the smaller the contact patch. 78

4 Let s have a look at types of tyres available with different sizes and tread-patterns on them. Some of them have been shown below which were used by us. car s front in turn, you steer and then accelerate your rear wheels so they spool easily around the circumference of the turn. For the spool drive rear tyres must have low contact area enduring easy skidding. Rear tyre s pressure should be kept much higher for easy skidding & low tyre pressure in front because they require greater contact patch to maintain contact and stay at point. Sledge pull: In sledge pull, car must pull a heavy weight attached at back. So here higher contact patch area would be required in all the tyres to get more wheel torque and move maintaining full contact with ground. Rear tyre s pressure should be kept much lower for high torque to pull the load & low tyre pressure in front because they require greater contact patch to maintain contact and steer. Table 2: tyre pressure as per the event Event Tyre pressure (psi) Front Rear Acceleration Maneuverability 7 10 Sledge pull 10 5 Figure 10: Different tyre trades Tuning of tyre pressures to get desired contact patch as per the event specific and at all terrain. Acceleration: Here the contact patch area required initially in rear wheels is which should be enough to provide initial momentum to move from rest. Once the car gains motion, the concern should be to have a smaller contact patch area to decrease the amount of motion resisting friction so that car moves easily and with continuous increment in the speed. Rear tyre s pressure should be kept above average limit for smaller contact patch while running & much higher tyre pressure in front because they just need to control the direction. Maneuverability: While maneuvering the sharp turns, your car must dive down on front side while braking just before the turn so that your front stays sticked towards the center point of turn. For this, tyres must get deflated partly providing higher contact patch to get sticked at that point. Once you have perfectly entered your Pneumatic damper It s widely used in recently vehicle to transmit the force from wheel to chassis and absorbs the shock from the road. Damper reduces the tendency of the chassis to bounce up and down after the disturbance and prevents the excessive built up of amplitude of bounce when the excitation frequency is nearer to the natural frequency. Fox pneumatic damper was selected which provide easy adjustment and progressive damping and reduces the unsprung mass due to light weight damper used. Characteristic of the pneumatic damper are listed in below table. Table 3: characteristic of pneumatic damper Damper type Length Total travel Material Weight Operating pressure Pneumatic inch 6.03 inch Al.6061 alloy 1 kg psi 79

5 For the sledge pull, the front damper pressure must be low that it s easily travel during the lift of the vehicle and maintain the ground contact of wheel. In the rear damper pressure, must put the hitch point of the vehicle as per the sledge height and restrict the travel of the rear damper to restrict the lifting of the vehicle from the front. Figure 11: pneumatic damper (fox float 3) Tuning of the pneumatic damper is done by changing the pressure of the damper simultaneously as per the terrain or the event of the off-road vehicle. Tuning of the damper is done as per the event specific as per the below criterion Acceleration During the acceleration, the weight is transfer to the rear part of the vehicle due to the squatting of the vehicle during the acceleration. The squatting is the process which transfers the weight in the rear during accelerating and produces the pitching of the vehicle which reduces the time of the acceleration. To increase the time of acceleration required the damper pressure of the rear part is higher than the front to reduce the pitching of the vehicle due to accelerating and prevent the squatting of the vehicle. Maneuverability During the maneuverability, the vehicle must be take sharp turns and the hair pins within the track width. For the maneuverability, the front system of the car must be dive during the braking just before to take turn within the track for that the front damper must soft enough to take dive while applying the brake. In the rear, for taking the sharp turns the damper must be stiff enough to restrict the pitching of the vehicle during accelerating and de-accelerating to get the spull effect of the vehicle. Event Table 4: pneumatic damper pressure as per the event Damper pressure(psi) Front Acceleration Maneuverability Sledge pull Conclusion Rear 1) The pitching effect, load transferring and motion of the vehicle during accelerating and de-accelerating change by the tuning of the damper in front and rear system separately. 2) Acceleration and traction of the vehicle is increase by tuning of continuous variable transmission (CVT). 3) Tyre of an ATV required different patch contact and trade of tyres during different terrain and event that is done by the tyre tuning to change the required contact patch by changing pressure as per the event and trades of tyres as per the terrain. Reference 1) Olav Aaen s. Clutch tuning handbook, publication:2007 edition 2) Carroll smith. Tune to Win, publication: aero publisher, Inc. 3) A. Woodside and P. Millar. An investigation of the variation of contact area with inflation pressure, publication:2012 edition Sledge pull During the sledge pull, the vehicle must pull the weight to some distance. At that time vehicle is lifts from the front portion of the vehicle and down from the rear system. 80

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